Internal-combustion engine



H. E. ROBINSON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAYIZ. 1920.

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m a 1L 0 6 0 0 1 4 r H. E. ROBINSON. INTERNAL C0 MBUSTION ENGINE.

APPLICATION FILED MA YIZ, 1920.

Patented Mar. 28, 1922.

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H. E. ROBINSON. INTERNAL comsusnom ENGINE.

APPLICATION FILED MAY12, 1920. 1,410,601.,

Patented Mar. 28, 1922;

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INTERNAL-COMBUSTIQN ardest.

1 Application filed may 12,

To all whom it may concern.

Be it known that I, HARRr E. ROBINSON, a citizen of the United States, residing at Franklin, in the parish of St. Mary and State of Louisiana, have invented-certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

Ihis invention relates to improvements in internal combustion engines especially adapted for using low grade fuels.

An important object of this'invention is to provide an internal combustion engine having novel means for supplying a liquid fuel to the combustion chamber under a predetermined pressure, so that the liquid fuel will be caused to properly mingle with the air compressed in the combustion chamber.

A further object of this invention is to provide an internal combustion engine having a novel valve arrangement adapted for controlling the supply of air to the cylinder and for controlling the flow of exhaust gases from the cylinder in such a manner that the stems of the valves will not in any way retard the flow of the air or the exhaust gases.

A further object of the invention is to provide an internal combustion engine of the class described which is eflicient, simple to operate and cheap to manufacture.

- Other objects and advantages of the invention will be apparent during the course of the following description.

' In the accompanying drawings forming a part of this application and in which like numerals are employed to designate like parts throughout the same,

Figure 1 isa side elevation of an engine embodying the invention,

Figurev 2 is a plan view of the same, v

Figure 3-is a central longitudinal detail section through the engine,

Figure 4 is a transverse sectiontaken on line 4-4 of Figure 2,

Figure 5 is a vertical sectional view throughthe fuel oil pump embodied in the invention,

Figure 6 is a vertical Sectional view through the fuel oil injector embodied in the invention,

Figure 7 is a horizontal section taken on line 7-7 of Figure 6,

Figure '8 is a sectional view through the hand operated fuel oil pump embodied in the invention.

In the drawings wherein for'the purpose standing side walls 21 of the base.

1920. Serial No. 386L562.

of illustration is shown. a preferred embodiment of the invention, the numeral 20 generally designates a base provided with upright sides 21 uponwhich is mounted a horizontallyarranged cylinder 22. With reference to Figure 1, it will be noted that the cylinder 22 is detachably secured to the upstanding sides 21 of the base by pairs of laterally extending flanges 23 connected by bolts 24 or other suitable fastening devices.

With particular reference to Figure 3, it will be noted that the piston 25 is arranged within the cylinder 22 and has connection with a piston rod 26 which in turn is connected to fly wheels 27 and 28. As illustrated in Figure l, a pin 29 having connection with the rear portion of the piston rod 26 is connected to the fly wheels at a point spaced outwardly from the axes of the same so that, as the piston reciprocates within the cylinder, a rotary motion will be imparted to the fiy wheels. The fly wheels 27 and 28 have connection with a shaft 30 rotatably carried by bearings 33 secured to the up- The base is also provided with a lateralprojection 34 upon which is mounted a standard carrying a bearing 35 rotatably receiving one end of the shaft 30.

With particular reference to Figure 3, it will be noted that a sleeve 37 is arranged within the cylinder 22 and is provided at one end with a laterally projecting annular flange 38 which engages the forward end of the cylinder for closing the Water jacket 40 of the same. The cylinder is provided with a head 42 which is secured in position through the medium of bolts 43 extended through confronting flanges 44 and 45. The head 42, in addition to carrying the valve mechanism for the engine, serves to confine the sleeve or liner 3? within the cylinder. By removing thehead 42, the sleeve or liner 37 may be renewed as required. The cylinder head 42 is formed with a relatively narrow longitudinally extending passage 46 which constitutes the combustion chamber of the engine and which is in communication with a depending passage 47.

Liquid fuel is supplied to the combustion chamber through the medium of an oil'injector, clearly illustrated in Figure 6 and designated by the numeral 50. The injector 50 comprises a tubular casing 51 extended through an opening 53 in the head and provided with a longitudinally movable stem Specification of Letters Patent. Patented Mar. 1922.,

54. The stem 54 is of less diameter than the tuhularcasing 51 so as to allow a quantity of liquid fuel to be conveyed through the casing from a liquid fuel supply pipe 55.

The lower portion of the cylindrical stem 54- is gradually enlarged to form a head 56 which is adapted to engage a conical valve seat 57 formed at the lower end of the tubular casing. An annular packing 58 is arranged within the forward portion of the tubular casing 51 and prevents the discharge of oil from the forward end of the injector except when the valve head 56 is unseated. As the stem 54: is moved downwardly, a plurality of longitudinally extending grooves 60, formed in the outer side of the valve stem, convey the oil from the central portion of the casing out through the discharge end of the injector. The outwardly flared head 56 of the valve stem causes the oil to issue into the combustion chamber 46 in a conical spray so that the same is efficiently mixed with the compressed air. The liquid fuel is injected into the combustion chamber under a considerable pressure by a means to be fully hereinafter described and therefore no particles of dirt or the like can collect on the outwardly flared head 56 or on the conical valve seat 57. The outwardly flared head 56 of the valve stem 54 is normally retained in engagement with the seat 57 by a coil spring 61 confined between a guide 62 and the enlarged upper end 63 of the valve stem. The guide 62 which surrounds the valve stem 54 is arranged directly above a packing nut 65 threaded into engagement with the upper end of the valve casing and adapted to prevent the escape of oil from the upper end of the casing.

The oil is supplied to the injector from a tank 66 having the pipe 55 connected to its lower end., pump generally designated by the numeral 67 is interposed in the fuel oil line 55 and is adapted for periodically forcing a charge of fuel oil to the injector 50. I i

As illustrated, a cam shaft 70 is extended along one side of the engine and is connected through pairs of gears 71 and 72 to the shaft 30 so that, as the latter shaft is rotated, 21 corresponding rotation will be imparted to the cam shaft. The cam shaft is provided adjacent its forward end with i an eccentric or lobe 7 3 adapted for rocking a lever 74- The lever 74, as illustrated in Figure 1, is pivoted intermediate its ends to a standard 75 and is engaged with the en-,

larged upper end 63 of the valve stem 54 so that as the eccentric rocks the lever 74, the valve stem will be depressed to allow a quantity of liquid fuel to be injected into the combustion chamber. As the eccentric rotates, it ofcourse. allows the valve stem 54: to return to its normally elevated position whereupon the outwardly flared head -56 will enthe piston 77 comprises a piston rod 7 8. hav-.

ing pivotal connection with a strap 79 arranged about an eccentric 80 mounted upon the cam shaft. As the cam shaft rotates the eccentric 80 will, of course, rotate and thereby impart a reciprocatory motion to the piston 77. Simultaneously with the upward movement of the piston 77 a valve 81, extended across the pipe 55 between the cylinder 76 and the tank 66, is elevated so as to establish communication between the tank 66 and the cylinder whereby a quantity of oil from the tank or reservoir 66 may be drawn into the cylinder. The means for periodically elevating the valve 81 comprises a rod 82 having its upper end provided with a laterally projecting head 83 engaged by the laterally projecting lug 84 of an eccentric 85. As illustrated in Figure 5, the eccentric 85 is mounted upon the cam shaft and, as the latter rotates the lug 84 will be presented to the laterally projecting-head 83 during its upward movement. Further rotation of the eccentric 85 will move the laterally projecting lug 84 from engagement with the head 83 so that the valve may return to its seated position under the influence of a coil spring 86.

During the suction stroke of the.piston 77 a valve 88 interposed in the pipe 55 between the cylinder 76 and the injector, extends entirely across the bore of the pipe and serves to prevent the backward flow of oil from the injector. The means for operating the valve 88 comprises a rod 89 extended through a casing 90 and having its upper end formed with a head 91 adapted to be periodically engaged by the laterally projecting lug 92 of an eccentric 93. It will be noted that as the eccentric 93 rotates the laterally rojecting lug 92 will be presented to the un er side of the lateral projection 91 so as to periodically elevate the rod 89. The further rotation ofthe eccentric will result in removing the laterally projecting lug 92 from engagement with the lateral projecaw on head and communicating with said combustion chamber. by a valve 101 movable vertically through a casing 102 formed in the cylinder head. As will be understood from Figs. 1 and 2, the 'valve 101 is reciprocated by a lever 103 pivoted intermediate its ends to a standard 104. The lever or rocker arm 103 has its lower end engaged with an eccentric or lobe 105 carried by the, cam shaft and adapted for periodically rocking the lever for imparting the desired movement to the valve 101. In order that the exhaust gases may i be thoroughly scavenged and a sufficient supply of air admitted to the combustion chamher, the valve is preferably opened just prior to the completion of the exhaust stroke of the piston. in this manner the'exhaust gases are thoroughly scavenged so that combustion on the next power impulse will be complete.

With reference to Figure, 4, it will be noted that the combustion chamber 46 has communication with an exhaust port 104 through the medium of a laterally extending passage 105'. The exhaust port 104 is formed with a conical valve, seat 105 at its upper end which is engaged by a valve 106 movable vertically through a passage 107 in the cylinder head. Upon the completion of the power impulse of the piston, the valve 106 is elevated through the medium of a rocker arm 108 engaged with an eccentric 109 carried by the forward end of the cam shaft. The rocker arm or lever 108 which is preferably of L-shaped formation, is pivoted intermediate its ends to a standard 110 carried by one side of the cylinder head.

The means for igniting the fuel mixture comprises a hot plate 111 having a cupshaped body 112 loosely fitting within the depending passage 47 in the cylinder head. \Vith reference to Figure 3, it will be noted that the fuel supply jet is arranged directly above the hot plate so that the spray of liquid directed into the combustion chamber will contact with the hot plate and ignite. The spray of oil supplied to the combustion chamber is not mixed with a quantity of air but is merely separated into fine particles so that it may more readily mix with the compressed air in the combustion chamber. -The liquid fuel-supply jet is so timed as to deliver a quantity of liquid fuel'to The port 100 is controlled the combustion chamber when the power piston reaches the limit of its outward movement. At this point the air is,of course, most highly compressed so that immediately upon the injection of the liquid fuel into the combustion chamber and its contact with the I hot plate, the resulting gases will be caused to expand. Though the. cylinder is water jacketed, the hot plate is provided with no special coolingmeans so that the same is maintained at a temperature sufficiently hot to ignite the liquid fuel. During the exhaust stroke of the piston, the exhaust valve is elevated to allow the exhaust gases to pass out through the port 104.'

With reference to Figure 4, it will be noted that the stems of the inlet and exhaust valves are not arranged in the ports of the same so that air and gas may pass freely through the ports. In removing the stem of theexhaust valve from the port 104, burning thereof as the result of contact with the heated gases is avoided.

As the supply of fuel oil to the combustion chamber is increased by opening the throttle valve 98, the speed of the engine is consequently increased with the result that the speed of the cam shaft is proportionately increased. As illustrated in Figure 1, a centrifugal governor is operated from the cam shaft and'includes a shaft 121 operat ively connected to the cam shaft by coacting gears 122. The shaft 121 has a cross head 123 connected to its upper end and pivotally supports a pair of arms 124 having their outer ends provided with balls 125. The outer portions of the arms 124 have pivotal connection with a second pair of arms 126 which in turn-are pivoted to the upper end of a "vertically movable sleeve 127 mounted upon the shaft 121. Obviously, as the speed of the shaft 121 increases the balls will be moved outwardly as the result of centrifugal force and will therefore elevate the sleeve 127 against the tension of a coil spring 128. As the sleeve 127 is elevated, the same elevates a forked arm 130 seated in an annular groove 132 and having conneotion with the governor rod 133. With particular reference to Figure 4, it will be noted that the forward end of the governor rod 133 is formed with a crank 134 which has connection with a slide 135 movable through the air inlet port 100 so. as to control the flow of air into the combustion chamber dur' ing various speeds of the engine. By this construction, the necessity of manually adjusting the valve or slide 135, to proportion the supply of air with reference to the supply of liquid, is rendered unnecessary.

in startingthe improved motor, a quantity of air and liquid fuel may be injected into the combustion chamber through a pipe having connection with a manually operable pump 141. Vith reference to Figure .valve 149 is arranged.

8, it will be noted that the pump 141 comprises a cylinder 142 having a piston 1 13 I which is movable vertically through the vertical movement of a lever or handle 144. During the upward or suction stroke of the piston 1 13, a. quantity of liquid fuel is drawn in from the auxiliary tank 1 15 having communication with the lower portion of the cylinder by a pipe 146; A flap valve 147 closes the opening in the pipe 1 16 during the downward movement of the piston 1413 but allows the fuel to enter the cylinder on the upward movement of the piston. A quantity of air may be drawn into the cylinder through an opening over which the flap It will be noted that as the piston 1 18 is moved outwardly, a quantity of oil and air will be drawn into thecylinder and upon the downward movement of the piston the oil and air will be forced through the pipe 140 into the combustion-chamber. A check valve 150 interposed in the pipe 14:0 serves to prevent the flowing of the fuel from the cylinder back into the pump as the result of back pressure within the combustion chamber.

Liquid fuel is supplied to the tank 66 from a reserve tank 160 through the medium of a supply pipe 161 and a mechanically operated pump 162.. As illustrated in Figure 1, the pump 162 comprises a pair of cylinders 163 having plungers provided with piston rods 164. The piston rods 164 are connected by a rocker arm 166 pivoted intermediate its ends to one of the side walls of the cylinder and having connection with an operating arm 1-65. The upper end of the operating arm 165 is connected to a-strap 167 secured about an eccentric formed on the cam shaft so that, as the cam shaft rotates, the plungers of the cylinders 163 will be moved vertically within the cylinders. The pump 162 of course supplies oil under pressure to the tank 66 and in case the prcssure'of the oil withinthe tank 66 becomes too great, a pressure operated valve 170 is opened so as to allow the oil to return to the reserve tank 160 through the pipe 171.

In starting a motor constructed in accordance with this invention, a priming charge is injected into the combustion chamber from the hand operated pump 1 11. The initial ignition of the fuel charge within the cylinder may be brought about by heating the hot plate 111 with a torch or other suitable means. llpon becoming heated, the hot plate 111 ignites the fuel so that the piston 25 is caused to partake of a reciprocatory movement within the cylinder. The subsequent power impulses are brought about by reason of the fact that the heat radiated from the hot plate causes the fuel charges to become heated. By this construction the necessity of employing an electric. ignition system is dispensed with.

1. An engine comprising a cylinder, a

head attached to the cylinder and having a longitudinally extending combustion chamher, said head being provided with an air inlet port having communication with said combustion chamber, a valve adapted for closing said port, and automatic means for controlling said port arranged between the valve and the entrance end of the port.

2. An engine comprising a cylinder, a head attached to the cylinder and provided with a combustion chamber, said head being provided with air inlet and exhaust ports having conical valve seats and communicating with the combustion chamber through lateral branches above the valve seats, piston valves adapted to extend across the lateral branches and engage said seats and extendingupwardly from said ports, said valves being provided with stems extending out through the upper side of the head, and means to operate said valves.

3. An engine comprising a cylinder having a head provided with air inlet and exhaust ports extending through its lower side, vertically movable valves for controlling said ports' having valve stems extending out through the upper side of the head, L-shaped rocker arms having connection with said stems, and means for operating said L-shaped rocker arms.

1. The combination with an engine having a shaft, of a fuel supply pipe, a cylinder in communication with said fuel supply pipe and provided with a longitudinally movable plunger, means carried by said shaft for reciprocating said plunger, eccentrics carried by said shaft, and valves interposed in said fuel supply pipe and operated by said eccentrics.

5. The combination with an internal combustion engine having a shaft, of a fuel supply pipe, a cylinder having communication with said fuel supply pipe and provided with a longitudinally movable plunger, means carried by said shaft for reciprocating said plunger, valves interposed in said fuel supply pipe on opposite sides of said cylinder, and means carried by said shaft for operating said valves.

6. The combination with an engine having a combustion chamber, of a casing eX-, tending into said combustion chamber. a stem slidably extended through said casing and provided with an enlarged head adapted to seat against the inner end of'said casing, packing around the stem near the lower fuel past the packing from said easing into said combustion chamber, and .means for operating said stem.

7. The combination with an engine having a combustion chamber, of a casing extending into one side of said combustion' chamber and having its inner end constituting a valve seat, a stem slidable through said casing in spaced relation thereto and provided with an enlarged head adapted for engaging said valve seat, packing around,

the stem within the casing, said stem being provided with a plurality of spaced longitudinal grooves for establishing communication between said casing and said combustion chamber through the packing, and means for supplying fuel to said casing at the outer end thereof.

8. In an engine, the combination of a combustion chamber, a fuel injector mounted in one side ofsaid chamber intermediate the ends thereof, an exhaust port communicating through a lateral branch with one side of the combustion chamber at the outer end thereof, an air inlet port: communicating through a lateral branch with the opposite side'of thecombustion chamber at the outer end thereof, valves controlling the flow through said lateral branches, and means for automatically throttling the air inlet port.

In testimony whereof I afiix m signature.

HARRY E. ROBINSOhl [L. s.] 

